Control apparatus



Feb- 3, 1953 R. R. STEVENS CONTROL APPARATUS med sept. 22, 194e ROY R. ST EV ENS 35 mzzm Er mN MO- ATTORNEY Patented Feb. 3, 1953 UNITED LS VCEE.

ONTRGL APPARATUS `oRoyaR.:Stevenswliorest Hills, Pa., ,-.assjgnorwto Westinghouse AinBrake JCompany,A :a corporation ofBennsylvania Application?-Septelber 22, 1948,Se'ria1N0.` 50,595

(Cl. R32-+3) `trolrleverfzto eectcaplurality;ofrzdifferentpopera- A tions` im ai desired-isequencedsuchiforiexampleg .1 as .arezincident tozefiecting starting, stoppinggreversfing; etc. of a reversih-leidieselxengine.

i. Qther; `oloj.eats-:and^ advantagesfwill; Ice;` apparent `fromwthedollovving moreidetailed: descriptionzof l `@the finvention.

.z In .the accompanying; drawing, ;the ;single iigure is ai; diagrammatic view;- mainlvginiseotionnpt a :duidpressurmcontrol apparatus: .'embodyiina` ithe invention. V

. Description "'In the-drawing'the reference numeral Igin'dicates afportionfof-one end' "of, aicrank Eshaft' 'of a 'reversible' internal' combustion' engine ,1 andrferencenumeral Zindi'cates a. portion of one end of avcam shaft'for said; engine. ""Ihe cam 'sha'ft 2 is adaptedi'to be drivenin properiphase With;"the crankshaft I in theusualm'annieii for operating conventional "engine `"valve mechanism ""(not shown i' to' permit theenigine' to beistarted by. compressed" 'ainforw operation :in eitherf' direction of rotationfto; forlinstanee," drive aship ahead or astern. i -Toprovide forLthe `twodirectioiis 'of operation;`the cam' shaft' may have'the .usual forward 'camsinot shown); to: provide ,for operation. in one or an` ahead "direction-` and` reverseamsl (not showin to provide" for operationinlthe reverse or an' asterndire'ction. "Inthe w'ell knownmanner, the .camishjft Zimayfbe Ishiftable.. axiallyliin-one direction to a position for renderingiorward cams effective. to,.operatethe engnes valve oritiming gear, and. in. .the opposite directiontoit another position." for.. rendering reverse, camsefectivei .to

.operatesaid gear. l.In the drawingfthecamshaft u 2.715 `shown inawhat main-Ine` considered, a =positon `tri-provide forqoperation oitheJengine in 'an'.afhead direction.

Ther-reference numeral 3; indicates a-fuelfcontrol shaftwhichfis rockableithrough aflever Intercon- .tro1 openingt-.:and closing ot.. a` /ueli @supply lined 5 which is provided to convey fuel under pressure from airsource: Vto the fuel `.ini ectors. inet cshown) oni the engine. .icInathe .Eue1.,0ff position of shaft .3,;indicated.=bea doteandedash.linew'sotitied'and inainhich positioni itfis shownfin'sthei drawing;A ithe inet-supply: linefsvvillJ-.be closed :andrno'ifuell will be supplied idzo `-.;the ^:engine sBy .iicounterolockwse .rdckingo movementz'ofsishaft; 3L toward l 'andi tot a ifFue1,I;Oniposition,vindicated in the; drawingiby .audotrandedasiulinerso titled;` the fuel linezfrnayrbe `gradually opened .taallowiforincreaseginiiuel*supply-ntoy the engine toga rmaidmum. amountxcorrrespending; `,totftlie above. named position.

"Iie' rreierenoeinun'ierat findic'atesa, sp eedA control shaftwhioh is froci:alole.gtlfiroughA as speedi con- ."trol lever; 'I tordiierent angular 4positions I.torcontrol the speed of rotation ofzthei,enginezacoor dngly. Therspeed controlsha'ftv 6f;may;be operatively `.connected to afnonventionalspeed governor not shown) .driven bythe engineandxitmspeed settingu adjusted; by said shaft: `for; governing the 4enginei speed ein ther` well :rknown rmanner.` BY

rocking movement of; the: control shaft: E to. and

between an fIdleposition;. indicatedbwarldotand-dash; line-.aso titled'rinzthe @drawing` `and fin which. iposition .itwis shown 1 therein, and; a .E'Full -Speedz position,.i also so.;indicated,;.the :speedL-.of `.Operation oifthewengine mavzhbetaccordinglygadspending gto theflatter position.

'- The-:referenceznumeral -I I` indicates; a-revexsng motor; `fornaci/ing` the;engine;seamishaft"V 2 togzts two:diierentmositions reference numeral I 2 designates a. fluid f pressure operated: fuel i'outeo'ff motor for, adiusting'zlever 4 andireferenceinumeral .I 3.- designates: affluidpressnre operated speed: control motor for adjusting tirez-position: of' therleyer .'I. fReierence numeral I il.` designates afluid pres- :surei operated :brakesffon applying.ahraking4 force ,to oppose rotationrofwthe; engine: orankishaftf ,I. 4Reference numeral I 5; designates anenginestartlingr afirrvelve devicexto: control supplyxofpistarting air: to thee'starting valvesiof ftheenginermot shown) `fReferenzeenurneral :I (inesignates azfluid pressure, operated: directional zinterlock device .for ,interlocking yfucontrol .of ,.:zmotor 12. '.:Refer.ence numeral: I `I designates af :,fluid:` pressure :operated relay valve: device for. controliingaoperatiorr otithe :startingfA air valvezi device'. ;I and the-directional interlock device I6. :"5Reierenoe .numeral j B'designates. a uid'pressure operatedrelay'valve device forfcontrolling operationof thebrake I4. VRefer- `encenurneral '.I 9 designates azselector .valvefdevice operable-:py thesmotor I I for'.controilingoperation of "the f rela-y :valvea devices i :I 1, a :18. ..1:Refe11ence numeral 52 designates. 'an operators .controlzv'alve device `'for controllingr operation of..theapparatus aforementioned.

:dn addition; reference: numeral 2| designates-a pressm'eeregn-lating :valve devicefoperableby fluid underi pressure :for` regulating1 pressureof" {fueliin the :fuelmsupply: line? 5. Reference'- numeral? 22 designates a fluid pressure operated relay-valve devi'cefor effecting a: certainfoperatingrcondition 'of control valve device 2 I ,fand-reference' numeral 2 3fdesignates'4 ai--seleictorf-valve device fore controlling diner-ent "operating conditions-moi" valve device? 2 I. v

The reversing motor II may comprise a casing containing a reversing piston 24 having a piston rod 25 which extends through the casing and has an operative connection with cam shaft 2 whereby reciprocation of said piston will effect axial movement of said cam shaft. At one side of piston 24 there is a pressure chamber 26 connected to an Astern control pipe 29, while at the opposite side of said piston there is a pressure chamber 28 connected to an Ahead control pipe 27|. When fluid under pressure is supplied to the Ahead control pipe 2 at a time when chamber 26 is open to atmosphere via pipe 29, piston 24 will be moved to the position in which it is shown in the drawing for moving the cam shaft 2 to its ahead position to provide for operation of the engine in the ahead direction. Conversely, when iiuid under pressure is supplied to chamber 23 via the Astern control pipe 29 while chamber 28 is open to atmosphere via pipe 21, the ,piston 24 will be moved to its opposite extreme position to thereby move the cam shaft 2 to its astern position.

The fluid pressure fuel cut-off motor I2 may comprise a casing containing a piston 3| having a piston rod 3|' which extends outwardly through sai-d casing and is o-peratively connected to the lever 4 for actuating the fuel control shaft 3. At one side of pi-ston 3| there is a pressure oharnber32 connected to a control pipe 33, while at the opposite end of said piston there is a spring chamber 34 which is open to atmosphere via a port 35. Chamber 34 contains a compression spring 33 arranged to urge piston 3| toward a position in which the shaft 3 is in its Fuel On position. When fluid under pressure is Supplied to chamber 32 Via pipe 33, piston 3| will be moved against action of spring 36 to an opposite position for rocking fuel control shaft 3 to its Fuel Off position in which itis shown in the drawing. Subsequent release of fluid under pressure from chamber 32 will allow spring 36 to return pis-ton 3|v to its former position for returning fuel control shaft 3 to Fuel On position.

' The fluid pressure speed control motor I3 may be substantially similar to motor I2 and for this reason description of its construction will not be repeated. Like elements will bear the same reference numerals. rIhe piston rod 3| of motor I3 is operatively connected to the lever 7, and chamber 32 is connected to a Speed control pipe 48. When fluid under pressure is vented from, or otherwise is at a minimum in pressure chamber 32 of speed control motor I3, piston 3| will be in the position in which it is shown in the drawing holding the speed control shaft 6 in its Idle position. Piston 3| will be moved to its opposite extreme position for rocking shaft 6 to Full Speed position upon supply of fluid to chamber 32 at a certain corresponding maximum pressure. Subsequent reduction in pressure in chamber 32 to its minimum value allows spring 36 to return piston 3| and the shaft 6 to Idle position. Piston 3| will assume any position intermediate its opposite extreme limit positions in accord with the pressure of fluid supplied to chamber 32 and, by effecting variations in said pressure, an innite number of positions of speed control shaft 6 between Idle and Full Speed may Vbe obtained.

The fluid pressure operated brake I4 comprises a brake cylinder device which may be similar schematically to the mot-or I2, therefore, description of its elements will not be repeated herein and reference may be made to the previous description. Like elements will bear the same reference numerals. In brake cylinder device 45, the piston rod 3l' carries a brake shoe 46 for frictional engagement with a cylindrical brake drum 41 which is secured to rotate with the engine crank shaft I, and the chamber 32 is connected to a brake cylinder pipe 48 for conveying iiud under pressure to and from said chamber. When iiuid under pressure is released from chamber 32 in brake cylinder device 45 via pipe 48, the spring 36 will move piston 3| to its rest position in which it is shown 1n the drawing to withdraw the brake shoe 46 away from the drum 41, which action will hereinafter bereferred to as release of the brake I4. Upon supply of fluid at adequate pressure to chamber 32, the piston 3| will move to bring the brake shoe 48 into frictional engagement with drum 47 and thereby will create a force opposing rotation of the engine crank shaft I, which action will be referred to hereinafter as application of the brake I4. Subsequent release of fluid under pressure from chamber 32 will release the brake.

The starting air valve device I5 may comprise a casing 53 having a diaphragm 54 `disposed therein and subject to pressure of fluid in a diaphragm control chamber 55 on one side and to pressure of uid in a chamber 56 on its opposite side, which latter chamber is open to atmosphere via a port 57 in the casing. Also formed in the casing are chambers 53, 53 and `6U, chamber 53 being separated from chamber 56 by a partition y6| and from chamber 59 by a partition 62. A partition 63 separates chambers 59, 60. A valve 64 is disposed in chamber 60 for controlling com.- munication between said chamber and the chamber 59. Valve 64 may be secured to a uid stem 65 slidably mounted in a suitable bore extending through the partition 63, a seat being formed at one end of said bore to accommodate said valve. A bias spring 68 is disposed in chamber 60, arranged to urge the valve 64 in the direction of its seat. A valve 69, similar to valve 64, is disposed in chamber 58 for controlling communication between said chamber 58 and the chamber 59. For slidably guiding the valve 69, a uted stem is `provided which is slidably disposed in a suitable bore opening through partition 62. A valve seat is formed in partition 62 encircling one end of the last mentioned bore for -accommodating the valve 69. Stems 65, 'I0 project into and meet in the chamber 59 in such a manner that action of bias spring 68 on valve 64, in urging same in the -direction of its seat, at the same time, through said stems, urges valve 69 in a direction away from its respective seat. If valve 69 is seated, valve 64, consequently, will be unseated. Valve 69 is operably connected t-o the diaphragm 54 by means of a rod or stem 'i3 extending therebetween through a bore in partition 6I in which said rod is slidably disposed. A control spring I6 is provided in chamber 56, arranged to oppose deflection of the diaphragm 54 in the direction of chamber 58 as `caused by pressure of uid in chamber 55 for determining the degree of said pressure necessary to effect operation of valves 64, 69. Y

In operation, the device I5 will respond to a certain pressure of fluid in the control chamber 55 to close valve 69 and open valve 64 to thus connect the member 59 to the chamber 60, while at the same time closing said chamber 59 to the chamber 58. Upon a subsequent certain reduction in pressure of uid in control chamber 55, springs 68 and 'I6 will close valve 64 and open "valve 69 @tcaagaini connectchamber 59` to. chamber `5B`=andto close 4saidfchamber Eiil'from chamber 60.

2in -ithet starting` air valve l device i I 5,y chamber BIJI-is "connected toi afpipe V111 which-may be con- 'nected to arsourceof starting air Jund'er pressure suchwas [ai `reservoir -'(not shown) f-Chamber-59 -isfconnected 'to a pipe 15'1a`dapted tobe connected itc-the l? engine starting# valves (not `shown) `for conveyinglriluid under lipressure @to the engine cylinders (not-shownlf te' start 'the-engine rotat- Ai-ingina1directiondetermined by'position of cam shaft2. Control "chamber istfzollnected` to a pipe for-conveyingl-fluid under pressure @thereto and th"er'efr'o`m,' and chamber# 58 is open vitc atmosphereby--way of aport 58'.

#'Aidoiible check valve-11fof any suitable construction is providedland comprises Larr-outlet fhaving a-connectionwith` the -pipef33 and two opposite inlets connected-tea branch-of pipe 16 `andato a pipe 18,-` respectively, the latter 'pipe :being connectdifto thefdirectional interlockV device?` I2. Doublecheck va-Ive' 11 is Aoperative `in the: -well-knownimanner to-establish *connection 4between whicheverifthe pipes 16 or 18 is pressurizedand the -pipe 33 and to connect the latter Lpipe to- `one,l therothenonboth of` pipes "16, 13 'whenb'o'th are ventedE "to atmosphere.

The directionalfinterlock valve device I6 vmay be jcffthe typedis'closedand described in detail linf the copen'ding applicationof` Cecil S. Kelley, SeriahNofGZOll," 'filedr October 21,""1945, and assigned to the assignee of the present application. lFor sakeof brevitydetailed descriptionoi' its structure' will not be repeated herein and for f suchu `description reference may Abe made to the above-mentioned application. Brieiiy, therefore; the directionalinterlock is operable in response to supply'offluid underpressure to pipe -1I5f'to `sensedirec'tion "of rotation of the engine crank shaft I, through actuation of a retractable `shoe`80 into' engagement'with said shaft,` and toestablish communication between one or the other of the respective ahead or astern control pip'es 21,"29jar1d" the pipe"18 accordingly `and to maintain' such communicationV whenVA huid under pressure is vented from', pipe 16, lwith resultant retraction 'of shoe. 1f the engine crank shaft I is`-V turningv` in "a "direction 'for propelling ""the ship (in the" ahead direction when the directional interlock device" is' operated throug`h,"'supply of 'fluid under 'pressure toA pipe 16,""said" interlock device will establish communication between the astei'n control pipeiii and the" pipe18 and dis- 4establish communicatior between the ahead con- !trol pipe21 andsaidpipe18. 'If the shaft I is 'rotatinglin a"`di1"e`ction` for', propelling the ship a'sternwhen the interlockdevice I6' is operated upon supply of fluid under pressure to pipe 16, 'said interlock devicewill disestablishA communieationbetween the aste'incontrolfpipe-ZS and the pipe 18 andwill establish'ccmmunication be- 'tween the latter pipe and the ahead control pipe `21. If shaft I' is notrotating at vthe"timeiiuid under'pressure' issupplied to 'pipe 16 and `subsequently released therefrom; theA interlock devi-"ce" will* remain Vin its'last `'directional -position assumed Vduringa previous operation when said 'shaft was rotating.

` *The relay valve" devices I 1,- I 8 schematically may -besimilar-to the starting airy valve ldevice 'Iiraiidi` therefore description'thereof will not be Vrepeated herein; ref erencemay' bei made; Ato4 the previous description.

iIn` relay valvedevice 'I1 its 'control chamber 555- iscormectedlv toa control-pipe F85. l its chamber "58 lis connectedif tolla start :controlf pipe Biffits chamberif-SS is connected to" 4'the 'pipe 161; and1its chamber; Si) is constantlyopen'` to atmosphere via a pipe 8i.

in relay valve `device* I 8, its control `'chamber ii'-is'falso connectedA to thev pipe B5, its chamber -58 i is `constantly open to` atmosphereY bylway-iof 'a =pipe"9, its' chamber Seis connected tothe pipe 53,1-'and its-chamb'er is connected to aA fluid pressure supplyfpipeSI adapted to be rconnected to-asource of iluidunder pressureV suchY as a fluid fpressu-re reservoirl 9 I `Relayvalveidevices `I1, I8 are 'operativee'upon `supplyoffluid under pressure to pipe 815 todisestablishacommunication B2 and to establish a communication V93 indicatedby a dash line in the drawing; and upon release ofuid under pressure Afrom 'DneiBE to"disestablislr communication `and reestablish the communication y12V` indicated by `a solid `line "in Ythe drawing.

The selector valve'device I9 may be-of a rotary type comprisingarotary valve Illil, having two diierent operatingpositions,` and arranged rtd be thereby providing a lost motion' connectionwith saidrod.

"When the reversing piston'ZllV `is `in `its ahead position; inl which" it is' shown in the drawing, engagement between link N2 on rod 25" andthe collar ft attached thereto will position the 'rotary `valve IDI] in valve devicepil in'whatimay be called anahead position, in" which it is also shown" inthe drawing, thereby connectingthe astern 'control'pipe 29 `to theipipe. "When the reversing. piston 24 and thereby rod 25 is moved toits opposite asternpdsition, the collar |03 will engagelink |02 justfbeiore ,thepiston attains such position toactuate lever AIIiI to turnA the 'rotary valve4 I Il. to 'its' other position, which may be` called its asternpositionVto disconnectfthe astern control pipe 29 from'pipe 85 'and connect `the ahead controlpipe 21 to said pipe'i. fWhen one of pipes 21, 29 is thereby! connected `to pipe 'the' other of said pipes is4 disconnected there- `from. A cavity Ifi':` is provided in the rotary valve Hill through which the -above1dnedcon necticns are effected.

.The operatorscontrolr valve-device 2li mayi be substantially similar to that shown and described in detaill in-Unitedi States Patent No. 2,413,390, issued to me December 3.1, 11946,.and'assignedy `to the assignee of the. present.application,.differ ing in` the design of certain cams comprised therein and thereby effecting` pressurizationcf theahead' and `astern control pipes21,f29in a slightly different sequence thanthat inthe aforementioned patent.

Briefly, the operators control valve device.` v221 comprises valve means'lnot shown) for controlling establishment and disestablishment of pressureof iiuid in the" ahead, astern, and startcontrol pipes 21,Y 29, 85, respectively,` and forV effecting variations in pressure of fluid in the" speed controlpipe IJ. `An operatorscontrol lever I`I0 is provided for controlling the operation'cf the valve imeans.

' "The lever III) extends through aiguide slot `I 'I I and has a Stop position intermediate theVV ends of said slot. `At one side ci Stop positionin- 'dicated-'in the drawing by a legend Ahead,. the

Vleverl IIGhas a VRun ila` Idle positionwhich 'is l located substantially" midway between "Stop" position and one end of the slot where said lever has a "Full Speed position. Adjacent to the Run & Idle position the slot II opens to a transverse slot I|2 to allow for movement of lever Il to a Start position. At the opposite side of Stop position, indicated by the legend Astern, the lever IIIi has oppositely arranged corresponding Run & Idle and Full Speed positions and a similar Start position disposed opposite to Run & Idle in a slot I I3.

In Stop position of lever IIIl, the Valve means (not shown) controlled by said lever are positioned to open the sp-eed and start control pipes 40, 86 to atmosphere and to effect pressurization of the ahead and astern control pipes 21, 29. In Run & Idle position at the Ahead side of Stop position, the valve means controlled b-y lever IIB are conditioned to effect pressurization of the ahead control pipe 2l while venting the astern control pipe 29 to atmosphere along with the start and speed control pipes B6, 40. By moving lever IIIl into slot |I2 the start control pipe 86 is pressurized in addition to the ahead control pipe. In Run & Idle position of lever III) at the opposite or Astern side of Stop position, the astern control pipe 29 is charged with fluid under pressure while the ahead control pipe 21 is vented to atmosphere with the start, and speed control pipes 86, 4I). Upon movement of lever IIIJ into slot H3, the start control pipe 8B is charged with fluid under pressure in addition to the astern control pipe 29.

When the lever III) is in either of the Run & Idle positions, the speed control pipe d is open to atmosphere as above-mentioned, for rendering the speed control motor I3 effective to move the speed control lever 'I to Idle position in which it is shown in the drawing, while upon movement of the operators control lever Ile to either of the Full Speed positions, fluid at a maximum degree of pressure is provided in the .speed control pipe 40 for rendering the motor I3 effective to move the speed control lever 1 to Full Speed position to thereby provide for operation o-f the engine at maximum speed. Any desired speed or output of the engine, between idle and full speed, may be secured by suitable adjustment of the operators control lever I I0 between either of the fRun t; Idle positions and the corresponding Full Speed position.

While lever IIB is being positioned within the range between Run & Idle and Full Speed on the Ahead side of Stop the ahead control pipe 2'! will remain charged, and conversely, while said lever is positioned within the opposite corresponding range on the Astern side, the astern control pipe 29 will remain charged.

The pressure regulating valve device 2 I for controlling fuel pressure, as is desirable in certain types of diesel engines, may comprise a casing |I5 having a flexible diaphragm IIB clamped therein. Diaphragm II is subject opp-osingly to pressure of fluid in a control chamber II'! on its one side and to the force of a control spring IIS disposed in a chamber I I9 on its opposite side, chamber ||9 being constantly open to atmosphere via a port in casing H5. A partition I2I separa-tes chamber II9 from a chamber |22 in which is disposed a needle valve |23, or the like, for controlling communication between a chamber I 2li and said chamber |22. A partition |25 separates chambers |24, |22 and a conical shaped opening |25 is formed therein opening between'said chambers for cooperation with the valve I 23 for controlling the area of flow therebetween. The valve |23 is operably connected to the diaphragm by means of a stem |26 which extends through an accommodating bore in partition |2I. The chamber |24 is inserted in the fuel supply line 5 which receives fuel under pressure for supply to the engine. The chamber |22 is connected to a fuel sump (not shown) via a sump pipe |29 and may be at substantially atmospheric pressure. The control chamber II'I' is connected to a pipe |30 through which variations in pressure of fluid may be effected in said chamber.V

In operation of the pressure regulating valve device 2|, by an increase in pressure of fluid in control chamber II'I, through consequent deflection of diaphragm IIG against action of spring I IS, the valve |23 is advanced toward the opening 25 which will decrease the flow area thereof between chambers |24 and |22, thus `tending to prevent now of fuel from supply pipe 5 to the sump pipe |29 and thereby maintain the pressure of the fuel in said supply pipe. A decrease in pressure of fluid in control chamber III will allow deflection of diaphragm IIE by spring II8 in the opposite direction to move the valve I 23 further away from opening |25 and thereby increase the flow area between chambers |22, |24. Ey increasing the flow area, more fuel in supply pipe 5 will now via opening |25 to the sump pipe |29, thereby reducing the pressure of such fuel in the supply pipe 5. The degree to which the pressure of fuel in supply pipe 5 is reduced below its maximum normal value will vary inversely with variation in the degree of pressure in control chamber I Il.

According to a feature of the invention, the fuel pressure may be regulated manually or automatically either through a continuous range in accord with speed of the engine or at two different pressures corresponding to certain high and low ranges of speeds. Chamber II'I in valve device 2| may be connected directly to the speed control pipe d@ for the automatic continuous regulation of fuel pressure, and the relay valve device 22 provides for the automatic high'and low speed regulation of fuel pressure. The selector valve device 23 provides for selection of the type of control of fuel pressure regulation as well as serving as means for effecting the manual control of high and low speed fuel pressure regulation.

When the chamber II? in the pressure regulating valve device 2| is connected to the speed control pipe di), the variations in pressure of fluid effected in said control pipe by manipulation of handle IIIl oi' the operators control valve device 'EG as previously described will be experienced simultaneously in chamber 32 of speed control motor I3 and in chamber III in the pressure regulating device 2| to effec-t regulation of the pressure of the fuel supplied to the engine through adjustment in position of valve |23 as previously described in regard to operation of device 2| at the same time that motor I3 adjusts position of speed control shaft 6 as previously described. It will be appreciated from previous description that when both chamber II'I in device 2| and chamber 32 in motor I3 are connected to speed control pipe 2G, an increase in control pressure in speed control pipe 40 will cause a corresponding increase in engine speed by advancing Speed control lever 'I toward Full Speed position and a corresponding increase in pressure of fuel delivered to the engine `via fuel supply line -fby--advancingvalve` I 23` toward-itseeat I 25';y iilternately,A la decrease infA control pressure` in speed control pipe `I0 when -felt in-both-chamberj 32 in motor |3and ch'amberI |1 in pressure regu-l lating valve device 2|,` as t when `bothl of these chambers are connectedto speed controlpipe;VJ

Will` result in aicorresponding decreasein engine speed through movement of speed control ylever` toward its Idle position,` as lwillK bef/appreciated from previous descriptionf ofpperation of motor |3,` lever 'I and shaft 6, and Vacorresponding de` crease-in pressure of fuel supplied tothe engine viaffuel supply line 5 through retraction of vvalve |23faway from its seat |25", as willbe appreciatedfrom previous description of pressure regulating lvalve -device 2 I.

device 2| connected to the speed 'control pipe40,-

the regulationof pressureIof fuell supplied to the engine will be varied' automatically in accord` with"` the speed" of the r engine continuously' through-its full range of. speeds.kv

The relay valve device-22, as wererelay` valve devices 1| 1, I 8,'.a1somaywbesimilar tothe *StartingA air `valve device l| 5.1andffor.A detailed description thereof reference may be made to description of the former device.- Inrelayvalve device 22,v the control chamber- 55 is connected to the speed con-A trol pipe `4I) for operating said device accordingto` speedof the engine, thelchamber 58 is constantly open to atmosphere via ai pipe |40,` chamberA 59 isconnected tofafpipe |4| connectedto-the selector valve device 23, and the ycharnber B0A1 is connected to the fluid pressure f supply pipel.

When'pressure of `fluid inthe'speed fcontr'ol pipeA 40 @is I below. a certain Value, .corresponding to a certain uppergliinit forjthe lower speedra'nge off` operation ofthe engine,A the relay valveA devicev22 f will maintain pipe" |4| ventedto atmosphere vial communication 92 andpipel40; When. pressure` of `iluid in, the speed control pipe 1 40 vis above .the i above-mentionedl :certain Value, corresponding to a-lower limit for the upper speed range of operation of the engine; the :relay valve 'device 22fwil1 maintain pipe-|4I charged with-fluid under` pressure from piperl `viacornmunication` 93:

The Selector valvedevice 23 `mayicomp-rise` ai rotar-y" valve adapted to be Vmoved `to a plu.- l rality of rotarypositions :by means-.of any operai torshandle|46.; The rotaryfvalve .|451comprises` afport `or passage; |41whichaisponstantly in reg-` istry at its one iendzlwith` the pipe :|30 connectedi tothe-,control chamberglllof valve device-2|,`

The` opposite end of -passage c, I 41 registers "with relaylvalve fdevice=22 in response to increaseiin Thus it will lbeseen that with chamber ||1 in pressure regulatingfvalveY pressure in speed control pipe 40 correspondingI to increase rin1speed 4ci? `the Lengine above .a certain speed as regulated vi'asmotor I3 and. speedcontrol shaft 6 infresponse to such increase in prese` sure; said lvalve |23 Will. be closedfor high fuelf pressure. Handle |46 and thereby valve `|45may be moved to an Automatic `Full Rangev position in which passage: I 41 l connects to the ispeed con trol 'pipe'40for thereby regulating pressure ofA fluid in the control chamberl "I |1 in valve-device 2| continuouslywith variations inspeed control pressure `to give Acontinuous regulation of fuel pressure in accord with speed of operation of the engine as'previously described.` Handle |46of valve device '232 also may be movedA to either Manual-Low or to Manual-High positions,` indicated by dot-and-dash lines in the drawing so titled. In Manual-Low position,-passage |41A in Valve |45,is inregistrywith a pipe |60 which opens to atmosphere for thereby venting chamber ||1 in valve device 2| to atmosphereto fully open valve |23 vfor reducing fuel pressure corresponding to low speed operation of the engine.V

In Manual-"IIigh position of handle |43,`A` the rotary valve |45fis positioned to-bring passage |41 into registry with the supply-pipe 3| `to effect supplyof fluid under` pressure-to the chamber I I1 in valve device 2| to clcsre valve |23 for high fuel pressure correspondingto high speed operation ofthe engine It lwill now "befseen-that according to one fea-l ture of Jthe-invention I"have provided a relatively: flexible arrangement forrcontrolling the pressure` of fuel supplied to anengine such as a diesel.

Operation `of apparatus .for controlling starting, stopping, andlreversz'ng ofgaveversible dieselv engine Let it 4be -Lassumed initially `that Lthefoperators controll lever` I |0f-is in #Stop position charging:

the.aheadandfasternz` control :pipes 21,5 29 @with fluid underypressure and opening the starlrcon- ,i trol pipe siandthespeed controli'pipelutor atn'iosphere.` Chambers 2G and 2li-in thefluid pressure'reversing motor -will thus both* beA charged with iiuid runder pressure 1soV that the reversing pistonZlIcWill be in axstatic condition;

;- for instanceirrthe positionin which it isshown in` the ldrawing foioperatinn'of"y the'engine/in the aheaddirectiorr` in which directionfit may' be assumed "to have'been` previously operating: Pipe '13,' hence -pipe,33,` will be charged with uidfunderpressure `Via the directional interlock device -I which mayfbeassumed toghe-in itsA ahead positiorrV connecting the astern` control pipe .29 to said pipe 18A The chamber 321mmotor,` `I2 will therefore -be charged 'with fluid underpressure i from: pipe 33 and positioned `to cutv oirsupply` `of fuel Atottheengine in Which position, itisshcwnfinthe drawing. The control chamber fin the-relay valve'device I1 and i controlV *chamberf 55=`in 1relays-valve `device l :will

be'charged with `fluid under'fpressure viay pipe' 'and `the port Iilyin valvefdevice` HL4 whichV may be assumed toibe'initsfahead position in' acccrdwith' position ofthe reversingl piston rod 255 With pressurization ofits chamber 551elay valvedevice |1iwill bepositionedto connectthe vpipe "Ito atmosphere via` the communicationvil and pipe 81.

will be inl a staticcondition with shoe 30 retractedlout of contact with the engine Vcrank shaft I whichrwillnotyet be rotating, and the control chamber 55 in` the starting air valve device |5consequently also will be so vented. With its chamber 55 vvented to atmosphere, the starting air valve Vdevice i |5 will be positioned to `vent the pipe 15 'connected to the engine `starting Y valve mechanism -to atmosphere. Relay valve` device iSiin response to charging of its chamber 55 with uid under pressure via pipe will be Apositioned to connect pipe 48 `to sup- With pipe 16 ventedfto atmosphere; the vdirectional interlock device I 6' ply pipe SI via communication S3. Chamber 32 in brake cylinder 45 therefore will be supplied with fluid under pressure from pipe 43 so that the brake I4 willbe in its applied position as previously dened. Pressure chamber in speed control motor I3 will be vented to atmosphere via the speed control pipe 49 so that the speed control lever 'I will be in Idle position to call for idling speed of the engine which is yet to be started.

Now let it be assumed that the operator desires to start the engine for operation in the same, or ahead, direction in which it last operated, as determined by position of the reversing piston 24.

The operator will then move the control lever IIII in the control valve device 2i) from Stop position to the Ahead Start position in slot II2. This operation of lever IIIl will effect a supply of fluid under pressure to the start control pipe 86 and will eifect venting of fluid under pressure from the astern control pipe 29, while at the same time maintaining the ahead control pipe 21 charged with fluid under pressure and the speed control pipe 4Q vented to atmosphere.

Since the reversing piston 24 was previously in its ahead position, release of uid under pressure from chamber 25 in cylinder II will not change such position, so that the engine cam shaft 2 is correctly set for operation of the engine in the ahead direction. The Valve device I8, therefore also remains in its ahead position.

Venting of fluid under pressure from the astern control pipe 29 results substantially at the same time in venting of fluid under pressure from the control chambers 55 in the relay valve devices I 1, I 8 by way of valve device I9, and from the pipe I3 'connected to one end of double check valve 'I'I by way of the directional interlock valve device I which is in its head position.

In response to venting of uid under pressure from the pipe 85, relay valve device I'I will respond to connect the start control pipe S5, which is now pressurized, via communication 9?. to the pipe 75, and the relay valve device I8 simultaneously will respond to connect the brake cylinder pipe 48 to atmosphere by way of communication 92 and the pipe 90.

Supply of fluid under pressure from pipe 85 to pipe I5 will result with consequent supply to the control lchamber 55 in the starting air valve device I5 which will respond to effect supply ofstarting air from pipe 'I4 to the engine by way of communication 93'and the pipe l5. Fluid under pressure supplied to pipe I6 will also flow via double check valve 'I'I and pipe 33 to the fuel cut-off motor I2 for maintaining fuel supply to the engine cut-off while starting, and to the directional interlock device I5 for operating same to sense the direction of rotation of said shaft I with shoe 30 in engagement there/-A with. V

At the same time, release of iiuid under pressure from brake cylinder pipe 48 will effect release of the brake I4 on the engine crank shaft I to allow for starting of the engine.

With the cam shaft 2 properly set for operation of the engine in the desired or ahead direction, supply of starting air to pipe 'I5 will effect starting of said engine in the ahead direction. Since the directional interlock device IS was previously properly set in its ahead position it will not change as shaft I is rotated on starting air in the ahead direction.

After sufficient time is allowed for starting the engine to turn in the proper or ahead direction. the operator will then move the lever III] out of the Ahead Start position in recess II2 to the Ahead Run & Idle position, thereby effecting venting of the start control pipe 86 to atmosphere while the control pipes 21, 29, 40 remain conditioned as in Ahead Start position.

Venting the start control pipe 86 to atmosphere will effect simultaneous release of uid under pressure from the control chamber in the starting air valve device I5, v-ia pipe 'I6 and communication 92 in relay valve device I'I, from the fuel cut-oif motor I2, via pipe 33, double check valve I1 and the pipe 'IB and from the directional interlock device I6 which remains in its ahead position connecting the vented astern pipe 29 to pipe 18. Upon release to fluid under pressure from the fuel cut-off motor I2 and from the control chamber in the starting air valve device I5, the fuel control lever 4 will be moved to its Fuel On position for effecting supply of fuel to the engine and, at the same time, the supply of starting air to the engine will be cut off. 'I'he fuel thus supplied to the engine will fire and cause the engine to run on fuel.

After the engine res and is running on fuel, to increase the speed of operation in the ahead direction, the operator may adjust position of the lever IIE) in slot I I I between its Run & Idle and Full Speed positions at the Ahead side of "Stop position, as will be apparent from previous description.

From the above description, it will be noted that restarting the engine in the last direction of operation consists essentially of releasing fluid under pressure from the pipe 35 by way of the valve device I9 to effect release of the brake I4 and operation of the relay valve device I'I to connect the start control pipe 86 to the pipe 'I5 for supplying fluid under pressure to the directional interlock device IS for operating same, to the fuel cut-off motor I2 for holding oif supply of 4fuel to the engine, and to the starting air valve device I5 for effecting supply of starting air to the engine for turning same in the direction in which it was previously operating. With the engine thus being turned over by starting air in the proper direction, the lever H0 is then returned to the Run & Idle position to simultaneously cut off the supply of starting air to the engine and effect supply of fuel thereto, which, upon ring, continues to run the engine.

When the operator desires to stop the engine, he will move the control lever I I IJ to Stop position for supplying fluid under pressure to the astern control pipe 29 and thus to the fuel cutoif motor I2, by way of the directional interlock device I6, pipe "I8, double check valve 'I1 and pipe 33, to effect cutting oif of fuel supply to the engine through movement of lever 4 to Fuel Gif position. At the same time, uid under pressure from the astern control pipe 29 will flow via valve device I9 and pipe 85 to the relay valve devices I'I, I8 to disconnect pipe 'I6 from the start pipe 86 while connecting said pipe 'I6 to atmospheric pipe 877, and to effect supply of fluid under pressure to the brake cylinder device 45 via pipe 48 for applying the brake I4 on the engine crank shaft I. Thus it will be seen that the fuel is cut oif to the engine and a braking force applied to the crank shaft simultaneously to effect stopping of said, engine.

With the control lever IIB in Stop position, the apparatus will be conditioned as previously Assume now that the engine is operating in the ahead direction, as previously described, with the operators control lever I Iii in a position between Ahead Run & Idle position and Ahead Full Speed position and that it is desired to eect a reversal in the direction of operation of the engine. The operator may then move the control lever IIe from the position it may be in at the Ahead side of Stop position directly to the opposite side of Stop position and into the slot IIS to the Astern "Start position.

This movement of the operators control lever IIE] to the Astern Start position will release fluid under pressure from the speed control pipe 4t! and thereby chamber 32 in the speed control motor I3 to permit movement of the speed. control lever i to its Idle position in which it is shown in the drawing, and will also release uid under pressure rom the ahead control pipe 21 and supply lluid under pressureto the astern control pipe 29 and to the start control pipe 8S. Upon release of duid under pressure from the ahead control pipe 21, the fluid under pressure will be promptly released from the chamber 2B in the reversing motor I I to allow pressure of uid in chamber 2t connected to the now charged astern control pipe to move the reversing piston 24 from its ahead position in which it is shown in the drawing to its opposite astern position as was previously described.

' Prior to completion of the movement of the reversing piston 24 from its ahead position to its astern position, due to its lost motion connection with shaft 25, the valve device i9 will remain in its ahead position connecting the now charged astern control pipe 2S to the pipe 85. With valve device I9 yet in its ahead position fluid under pressure will then now from the now charged astern control pipe 29 via the valve device I 9 into pipe i5 to the respective control chambers 55 in the relay valve devices I1, I8. Upon supply oi fiuid under pressure to its control chamber, the relay valve device I1 will assume its position for cutting oi the now charged start control pipe 86 from the pipe 16 and opening said pipe 16, and hence the control chamber 55 in the starting air valve device I5, to atmosphere via pipe 51 to prevent supply of starting air to the engine before the engine cam shaft 2 has been shifted to condition the engine for operation in the astern direction.l The relay valve device I8, in response to supply of fluid under pressure to its control chamber, will simultaneously assume its position for eecting supply of fluid under pressure from supply pipe 9| via communication 3 to the brake cylinder pipe 48, hence to chamber 32 in broke cylinder device 45, for effecting application of brake Id to stop rotation of the engine in the ahead direction. At the same time, the directional interlock device I 6 will remain in its ahead position connecting the now charged astern control pipe 29 to the pipe 18, hence to the chamber 32 in fuel cut-off motor I 2 via double check valve 11 and pipe 33 to move the :fuel control lever Il to Fuel Orl position to allow for stopping the engine from running in its ahead direction.

At substantially the time that the reversing piston 215i reaches its astern position for effecting the proper conditioning of the engine for operation inthe reverse or astern direction, through lever ISI and engagement of collar |93 with link m2, the valve device i9 will be moved to its astern position connecting the ahead control pipe 21, which is now vented to atmosphere via the control 16 device 2li, to the pipe 85 which will therefore also now be so vented.

Fluid under pressure in the respective control chambers 55 in relay valve devices I1, I8 will now be released to atmosphere by way ci pipe 85, valve device I9 and the ahead control pipe 2.

In response oi duid under pressure from its control chamber, the relay valve device I8 will assume the position for connecting the brake cylinder pipe I8 to the pipe Si] and thereby to atmosphere via communication t2, thus releasing duid under pressure from chamber 32 in brake cylinder device i5 for releasing the brake It to allow for starting the engine in the astern direction.

At the same time, in response to release of luid under pressure from its control chamber, the relay valve device I1 will assume its position for connecting the now charged start control pipe 8S via communication 92 to the pipe '.i.

Fluid under pressure from the start control pipe 85 will now flow to the pipe i5 and thereby to the opposite inlet of the double check valve 11, to the directional interlock device IE and to the control chamber 55 in the starting air valve device I5.

Fluid under pressure thus supplied to the double check valve 'i1 will assure that the fuel cut-or motor i2 will maintain the fuel control lever 4 in its Fuel Oll position regardless of the status of the pipe 12.

Fluid under pressure supplied by Way of pipe 16 to the control chamber in the starting air valve device I5 will position said device to eiTect supply of starting air from pipe 14 to the pipe 15 for supply to the engine. Starting air thus vsupplied to the engine, which` is now conditioned for operation in the astern direction, will complete stopping of the engine in the ahead direction if for any reason such stopping has not already been accomplished by application of brake I4, and will effect rotation of the engine in the new or astern direction.

Fluid under pressure supplied via pipe 18 to the directional interlock device I5 will operate same by bringing shoe into engagement with crank shaft I to sense the direction of rotation oi same. If the crank shaft I for any reason has not yet stopped rotating in the ahead direction, even though the brake I4 had lbeen applied and starting air is being supplied to the engine ope posing further rotation in the ahead direction by tending to start the engine in its astern direction, the directional interlock device I5 will remain in its ahead position connecting the now charged astern pipe Z to the pipe 13. If the shaft I is rotating in its astern direction during operation of the directional interlock device I6, said device will assume its astern position and connect the pipe 18 to the now vented ahead control pipe 21.

To complete starting of the engine in the astern direction from the ahead direction, the operator may then move the control lever SID from Astern Start in slot H3 to Astern Run & Idle in slot III, thereby effecting venting of uid under pressure from the start control pipe 86 to atmosphere, while maintaining the astern control pipe 2S charged with fluid under pressure and the ahead and 4speed control pipes 21, 4D, respectively, vented to atmosphere.

The position of the reversing piston 3f, valve device I9, relay valve device i1 and relay valve device I8 remain the same, since the status of the ahead and astern control pipes 21, 29 are not to the'respective control chamber in each of the relay valve devices II, I8, by way of passage or port |05 in valve I0 in the valve device I9 and the now charged ahead control pipe 2l.

Upon supply of uid under pressure to their respctive control chambers, the relay valve device II, I8 will respond to disestablish their communication 92 and to establish their communication 93. In the relay valve device I l, disestablishment of its communication 92 disconnects the previously vented and now charged start control pipe 86 from the pipe 76, Whil-e establishment of its communication 93 connects said pipe 75 to the pipe 81 to atmosphere. Fluid under pressure from the start control pipe B5 is at this time thus prevented from reaching the control chamber in the starting air valve device I5 for effecting supply of starting air to the engine and to the directional interlock device I6 for operating same to sense direction of rotation of shaft I. In the relay valve device I8, disestablishment of its communication 92 disconnects the brake cylinder pipe 48 from the pipe 90, Vhence to atmosphere, while establishment of its communication 93 connects said pipe 48 to the supply pipe 9| whereupon iluid under pressure from the latter will ow into the former and to the chamber 32 in the brake cylinder 45 to effect application of the brake I4 on the engine crank shaft I for stopping the engine.

With the speed control pipe 4|] vented to atmosphere by the control valve device 2, the speed control motor I3 will be in its idle position for subsequent idling operation of the engine upon completion of its starting in the ahead direction.

At substantially the time that the reversing piston 24 reaches its ahead position, the collar |04 on shaft 25 will come in contact with the upper end of link |02 and cause rocking movement of lever IOI, and thereby the valve in valve device I9, in a counterclockwise direction, as viewed in the drawing, from its astern to its ahead position. In the ahead position of the valve |00 in valve device I9, the pipe 85 is connectedVv to the now vented astern control pipe 29 andrdisconnected from the now charged ahead control pipe 21. Fluid under pressure from the respective control chambers 55 in the relay valve devices II, I8, will then release by way of pipe 85, the valve device I9, the astern control pipe 29, and the control valve device 20 to atmosphere.

Fluid under pressure released, as above, from the control chamber in the relay valve device I8 will effect positioning of said device as previously described to release uid under pressure from brake cylinder device 45, by establishment of communication 92 and by way of the pipe 9, thereby effecting release of the brake I4 on the crank shaft I to allow for rotation of the engine in the ahead direction.

' At the same time, fluid under pressure released, as above, from the control chamber 55 in the relay valve device I'I will elTect positioning of said device to effect supply of fluid under pressure from the now charged start control pipe 83 to the pipe 'I6 through'establishment of communication 92. Fluid under pressure thus supplied to the pipe 'I6 simultaneously will flow to the double check valve I'I to assure that pipe 33 and chamber 32 in motor I2 Will remain charged with fluid under pressure at this time to maintain fuel cut off to the engine, to the control chamber 55 in the relay valve device I to operate same to effect supply of starting air to' the engine for effecting rotation of same in the ahead direction, and to the directional interlock device'IB for operating same to sense the direction of rotation of the'crank shaft I and assume its correspondingly adjusted position.

Upon supply of fluid under pressure, as above, to its control chamber 55, the starting air valve device I5 will effect connection between the pipe 'I4 and the pipe 'i5 and therefore between source of fluid under pressure (not shown) and the engine (not shown) for effecting rotation of the engine in its ahead direction as determined by the position of the cam shaft 2 which is now properly positioned for such rotation. If, for any reason, at the time that starting air is supplied to the engine the crank shaft I of said engine is still rotating in its astern direction, said starting air will oppose further rotation, thereby acting as a brake, and then start it off in its new or ahead direction.

In response to supply of fluid under pressure, as above, shoe in the directional interlock device I6 is brought into Contact with shaft to sense the direction of rotation of same. When the shaft I is rotated in its ahead direction, the directional interlock device assumes its ahead position connecting the now vented astern control pipe 29 to the pipe "I3, thereby venting the upper side of the double check valve ll, as viewed in the drawing, to atmosphere.

When the engine is thus caused to rotate in its ahead direction by supply of starting air thereto, the operator will eiiect movement of the lever I I0 on the control valve device 20 out of Astern Start position in slot I|3 to Astern Run & Idle position in slot III, whereby fluid under pressure is vented to atmosphere from the start control pipe 85, While the astern control pipe 29 and speed control pipe 40 remain so vented, and the ahead control pipe 21 remains charged with fluid under pressure.

The pipe will remain vented to atmosphere by way of the valve device I9 and the astern control pipe 29, so that relay valve device I'I will maintain its communication 92 established and connecting the now vented start control pipe lili,V

as above, to the pipe 1S and, therefore, Will effect release of fluid under pressure from the directional interlock device I, from the control chamber 55 in the starting Vairvalve device I5, and from the lower side of double check valve TI, as viewed in the drawing, by way of the pipe 10, relay valve device I'I and pipe 86. Y

With the directional interlock device I3 in its ahead position and the pipe 'I8 therefore connected to atmosphere by way of the vented astern control pipe 29, when fluid under pressure is vented from the lower side of the double check valve Il, as above, fluid under pressure in chamber 32 in the fuel cut-off motor I2 will release to atmosphere by way of pipe 33 and said double check valve. Through action of spring 3S on piston 3|, the fuel control lever 4 will be caused to assume its Fuel On position to effect supply of fuel to the engine for running same in the ahead direction.

Upon venting of fluid under pressure from the directional interlock device I5, shoe 80 will retract to a rest position away from shaft I, in which it is shown in the drawing, while said device remains in its last assumed or ahead position connecting pipe 'I3 to the astern control pipe 29.

At the same time, upon release of fluid lunder pressure from the control chamber 55 in the starting air valve I5, said device will assume its position disconnecting the supply pipe 'I4 from the pipe 'I5 to the engine and connecting said pipe 'I5 to the port 58 to atmosphere, therebyV aeameas f21 cutting yoff the supply of starting `air to the engine at substantially the same time that fuel is supplied thereto.

Upon supply of fuel to the engine as above described, same will lire and effect running of the engine at idling speed inthe ahead direction. To effect increase in speed and output of the engine iwhen operating in the ahead direction, as aforedescribed, the lever H may be moved out of Ahead Run '8: Idle position in slot Il! to a position or positions in the direction of Ahead Full Speed for effecting, through variationin pressure of fluid in the speed control line '40, corresponding adjustment of position of the rspeed control shaft E. .The status 4of the control pipes V2T, 29, 4B .will remain thesame, i. Je., charged, vented and vented, respectively. Consequently, all parts of the apparatus will remain in the respective positions last assumed as above described.

The engine may thenbe stopped when running in 'the ahead direction by :moving thelever .I It from .a position coincident or between Ahead Run & Idle and"Ahead Tull Speed position to Stop position, whereupon both the ahead and astern control pipes 21, 29 will be charged With-fluid .under pressure with both the start and speed control `pipes .85, All, respectively, vented to atmosphere. Parts VVof the apparatus will assume their `respective positions, aspreviously described, in y,which they are shownin the drawing.

When the engine is `stopped from running in the `ahead direction, the restarting of the engine in the same or theastern'direction may be accomplished by' .operating the apparatus in a manner which will be apparent from previous description.

Summary It Awill now be seen that I have provided a control apparatus for controlling the starting, stopping la-nd reversing of a reversible internal combustion engine which `is `relatively simple. Reversalof the engine `is-eifected through movement of a single control lever from one position to a second A-position whereby reversal of the engine cam shaft is effected for conditioning said engine for operation in its opposite direction. At the same time, and during such cam shaft reversal, fuel supply is cutoff to the engine, and a .brake applied 4for stopping further rotation of the engine in the original direction. Upon reversal -of lthe engine -cam shaft, the brake is automatically released and starting air simultaneously `supplied -to oppose any additional rotation of the engine in the original direction 'and effectits'rotation inthe new direction, while the fuel 4remains cut off to the motor. With the engine rotating in the new direction, the control lever may be moved to a `third position for simultaneously cutting off supply of 4starting air and supplying fuel to the engine for running same in itsn-ew direction.

'The directional interlock device acts to `prevent supply of fuel to the 'engine when the lcontrol lever is moved to its third position, :as above, if for any reason the engine is not rotating in its proper new direction, thus preventing damage to the engine which otherwise might occur if such fuel were to be supplied before the engine was ye't rotating in its new direction.

As hereinabove employed, the terms Ahead and Astern' are synonomous with, respectively, forward and reverse, one direction and opposite direction, etc., as will be obvious.

Having now described the invention, what I claim as :new :and desire Ito secure by Letters Patent, is:

1. An apparatus for controlling stopping of a reversible prime mover comprising two control pipes, prime mover reversing means operable by fluid under pressure from one of said pipes toa forward position and by fluid under pressure from the other pipe to a reverse position, an operators control device having forward and reverse positions and comprising means operati-Ve in such positions to supply fluid `under pressure to 4said one and other pipes, respectively, while venting the other pipe, braking means for said prime mover, brake control means operable by uid under pressure to effect application of said `braking means and operable upon release of fluid under pressure to release said braking means, and a Vvalve controlling communication between said pipes and said brake control `means `operable by said reversing `means only upon attaining the position corresponding to that of said control device to connect said brake control means to the vented one of said pipes and to disconnect Vsaid brake control means from the other pipe.

2. An apparatus for controlling stopping -of `a reversible prime mover comprising `forward .and reverse control pipes, prime mover reversing means operable to a forward position by fluid under pressure fromsaid forward pipe upon venting said reverse pipe, and operable to a reverse position by fluid under pressure from said reverse pipe upon venting said forward pipe, an operatorie control device having forward and reverse 'positions and also having a stop'position and comprising means operative in said forward andreverse positions to supply fluid under pressure to, respectively, said forward and reverse pipes while venting the other pipe, and operative in said stop position to supply fluid under pressure to both of said pipes, structure operable by fluid under pressure to effect braking of said prime mover and operable upon release of fluid under pressure to free said prime mover for turning, and valve means operable by said reversing means upon movement into each of its positions to disconnect said structure from the one of said pipes supplied with fluid under pressure and to open communicationbetween said structure and the other pipe.

3. An apparatus for controlling stopping, sta-rting and fuel supply of a reversible prime mover comprising prime mover reversing means having forward and reverse positions, braking means for said prime mover, fuel control means for said prime mover, starting means for said prime mover, an operators control device having forward and reverse positions and comprising means operable upon movement from either one of said positions to the other to effect operation of said reversing means to a corresponding position, means responsive to movement of said control device selectively to said forward and reverse positions to apply said braking means and to effect operation of said fuel control means to 'a fuel cut-off position, means controlled by said reversing means operable in response to positioning thereof corresponding to the position of said control device to release said braking means, to effect operation of said starting means and to maintain said fuel cut-off means in said fuel cutolf position, said operators control device being movable to another position to terminate operation of said starting means, and means `including structure responsive to direction of turning of saidprime mover for effecting movement of `said `fuel cut-olf meansto a fuel cut-in position upon turn- 23" ing of said engine in the direction corresponding to the position of said control device and movement of said control device to said other position.

4. An apparatus for controlling starting, stopping and reversing of a reversible engine operable by fuel supplied thereto comprising in combination, fluid pressure reversing means operable upon supply of fluid under pressure to a rst control pipe and venting of fluid under pressure from a second control pipe to a reversing position to condition said engine for operation in a reverse direction7 fluid pressure fuel control means operable upon supply of fluid under pressure to a pressure chamber to disestablish supply of fuel to said engine and upon release of fluid under pressure from said pressure chamber to establish supply of fuel to said engine, a double check valve having one inlet,V another inlet and also having an outlet which is connected to said pressure chamber, fluid pressure engine starting means rendered effective upon supply of fluid under pressure to a first control chamber and rendered ineffective upon release of iluid under pressure from said iirst control chamber, directional control means positioned to connect said first control pipe to said one inlet and operable to a position upon rotation of said engine in a reverse direction to disconnect said first control pipe from said one inlet and to connect said second control pipe to said one inlet, fluid pressure valve means operable in response to supply of iluid under pressure to a second control chamber to establish a first communication from said other inlet and said rst control chamber to atmosphere and in response to release of fluid under pressure from said second control chamber to disestablish said rst communication and to establish a second communication from said other inlet and said rst control chamber to a third control pipe, fluid pressure brake means operable in response to supply of fluid under pressure to a brake cylinder chamber to effect application of a braking force to said engine and in response to release of fluid under pressure from said brake cylinder chamber to terminate said application, fluid pressure valve means operable in response to supply of lluid under pressure to a third control chamber to effect supply of fluid under pressure to said brake cylinder chamber and in response to release of fluid under pressure from said third control chamber to terminate such supply and effect release of fluid under pressure from said brake cylinder chamber, selector valve means establishing connection of said rst control pipe to said second control chamber and to said third control chamber and operable to a position upon attainment of said reversing position by said reversing means to disestablish said connection and to connect said second control pipe to said second control chamber and to said third control chamber, and an operators control device operable to a position to simultaneously effect supply of fluid under pressure to said first control pipe and to said third control pipe and release of fluid under pressure from said second control pipe and operable to a second position to effect release of uid under pressure from said third control pipe while maintaining supply of fluid under pressure to said first control pipe and release of fluid under pressure from said second control pipe.

5. Apparatus for controlling stopping of a reversible engine comprising in combination, a source of fluid under pressure, fluid pressure engine braking means applied and released by supply and release of fluid under pressure to and aezzsee.

from a brake cylinder chamber, respectively, engine reversing means movable to an engine reversing position in response to supply of fluid under pressure to a pressure chamber, relay valve means responsive to supply and release of fluid under pressure to and from a control chamber to connect said brake cylinder chamber selectively to said source and to atmosphere, respectively, valve means connecting said control chamber to said pressure chamber and operable to connect said control chamber to atmosphere, means carried by said reversing means to operate said valve means immediately prior to completion of movement of said reversing means to its engine reversing position, and operators control Valve means operable to a position to effect supply of fluid under pressure to said pressure chamber.

6. Apparatus for controlling stopping of a reversible engine comprising in combination, a source of fluid under pressure, fluid pressure engine braking means applied and released by supply and release of uid under pressure to and from a brake cylinder chamber, respectively, engine reversing means movable to forward and reverse positions in response to selective sup-ply of fluid under pressure to forward and `reverse chambers, respectively, relay valve means responsive to supply and release of uid under pressure to and from a control chamber to connect said brake cylinder chamber selectively to said source and to atmosphere, respectively, selector valve means movable to rst and second positions connecting said control chamber selectively to said forward and reverse chambers, respectively, means associated with said reversing means to cause said selector valve means to assume its second and rst positions immediately prior to said reversing means attaining its forward and reverse positions, respectively, and operators control valve means operable to forward and reverse positions to effect supply of fluid under presure selectively to said forward and reverse chamers.

7. The combination as set forth in claim 6, including a stop position of said operators control valve means to effect supply of fluid under pressure to both said forward and reverse chambers simultaneously.

8. An apparatus for controlling starting, stopping, and reversing of an engine, comprising in combination, a first control pipe, a second control pipe, fiuid pressure engine reversing means responsive to selective supply of :duid under pressure to either said rst or second control pipe to assume either a forward operation or a reverse operation position, respectively, fluid pressure fuel control means responsive to supply and release of fluid under pressure to and from a pressure chamber to disestablish and establish, respectively, supply of fuel Yto said engine, a double check valve having one inlet, another inlet and an outlet, said outlet having a fluid pressure connection with said pressure chamber, fluid pressure engine startingrmeans rendered effective and ineffective by supply and release, respectively, of fluid under pressure to and from a rst control chamber, directional interlock means selectively connecting said one inlet to either said second control pipe or to said first control pipe according to whether said engine is turning over in its forward or its reverse direction, respectively, a third control pipe, fluid pressure relay valve means responsive to supply and release of fluid under pressure toand from a second control chamber to connect selectively said other inlet and said rst control chamber either to atmosphere or to said third control pipe, respectively, selector valve means operable by said engine reversing means to connect said second control chamber either to said second orto said first control pipe according to whether the engine is being conditioned for forward or reverse operation, respectively, and an operators control valve device operable to positions to effect supply of fluid under pressure selectively to either said first control pipe or to said second control pipe and from such positions being operable to intermediate positions to effect supply of fluid under pressure also to said third control pipe and returnable to a stop position to effect supply of fluid under pressure to both said first and said second control pipes.

9. Apparatus for controlling operation of an internal combustion engine comprising in combination, a source of control fluid under pressure, an engine fuel supply pipe for conveying supply of fuel from a source of fuel under pressure to said engine, an engine speed control shaft movable to and between maximum speed and minimum speed positions for varying speed of operation of the engine accordingly, a fluid pressure speed control motor responsive to variations in pressure of fluid in a pressure chamber between maximum and minimum values to move said engine speed control shaft toward and to its maximum speed and minimum speed positions, respectively, an engine speed control pipe connected to said pressure chamber, an operators control valve device operable manually to effect said variations in pressure of fluid in said speed control pipe, an engine fuel pressure regulating valve device having a fuel chamber open to said engine fuel supply pipe, said fuel pressure regulating device being responsive to variations in pressure of fluid in a control chamber between maximum and minimum pressures to effect variations in pressure of fuel in said fuel supply pipe between maximum and minimum fuel pressures, respectively, and means connecting said control chamber to said engine speed control pipe.

10. Apparatus for controlling operation of an internal combustion engine comprising in combination, a source of control fluid under pressure, an engine fuel supply pipe for conveying supply of fuel to said engine, an engine speed control shaft movable to and between maximum speed and minimum speed positions for varying speed of operation of the engine accordingly, a fluid presure speed control motor responsive to variations in pressure of fluid in a pressure chamber between maximum and minimum values to move said engine speed control shaft toward and to its maximum speed and minimum speed positions respectively, an engine speed control pipe connected to said pressure chamber, an operators control valve device operable manually to effect said variations in pressure of fluid in said speed control pipe, an engine fuel pressure regulating valve device having an inlet for connection with a source of fuel under pressure and having an outlet open to said engine fuel supply pipe, said fuel pressure regulating device being responsive to variation in pressure of fluid in a control chamber between maximum and minimum pressures to effect variations in fuel pressure from said inlet to said outlet between minimum and maximum fuel pressures, respectively, a relay valve device having a supply chamber connected to said source of fluidunder pressure, an exhaust chamber connected to atmosphere and also having a delivery chamber, said relay valve device being responsive to increase and decrease in pressure of fluid in said speed control pipe above and below a certain value selectively to connect said delivery chamber either to said supply chamber or to said exhaust chamber, respectively, and means connecting said delivery chamber to said control chamber.

11. Apparatus for controlling operation of an internal combustion engine comprising in combination, a source of control fluid under pressure, an engine fuel supply pipe for conveying supply of fuel to said engine, an engine speed control shaft movable to and between maximum speed and minimum speed positions for varying speed of operation of the engine accordingly, a fluid pressure speed control motor responsive to variations in pressure of fluid in a pressure chamber between maximum and minimum values to move said engine speed control shaft toward and to its maximum speed and minimum speed positions respectively, an engine speed control pipe connected to said pressure chamber, an operators control valve device operable manually to effect said variations in pressure of fluid in said speed control pipe, an engine fuel pressure regulating valve device having an inlet adapted for connection with a source of fuel under pressure and an outlet open to said engine fuel supply pipe, said fuel pressure regulating device being responsive to variations in pressure of fluid in a control chamber between maximum and minimum pressures to effect variations in fuel pressure from said inlet to said outlet between minimum and maximum fuel pressures, respectively, a relay valve device having a supply chamber connected to said source of fluid under pressure, an exhaust chamber connected to atmosphere and also having a delivery chamber, said relay valve device being responsive to increase and decrease in pressure of fluid in said speed control pipe above and below a certain value selectively to connect said delivery chamber either to said supply chamber or to said exhaust chamber, respectively, and selector valve means operable to connect said control chamber selectively to said speed control pipe, to said delivery chamber, to said source of fluid under pressure, or to atmosphere.

ROY R. STEVENS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,693,732 Stokes Dec. 4, 1928 2,131,950 High Oct. 4, 1938 2,136,959 Wineld 1 Nov. 15, 1938 2,156,118 Kliesrath Apr. 25, 1939 2,321,098 Morse June 8, 1943 2,395,202 Stevens et al. Feb. 16, 1946 2,413,390 Stevens Dec. 31, 1946 2,433,916 May Jan. 6, 1948 2,444,273 Stevens June 29, 1948 2,459,883 Kelley Jan. 25, 1949 2,482,301 Stevens Sept. 20, 1949 

